Refrigeration drive



Jan. 4, 1938. M. E. HANSON REFRIGERATION DRIVE Filed Feb. 26, 1955 3 Sheets-Sheet l Jan. 4, 1938,

Filed Feb. 26, 1935 M. E. HANSON REFRIGERATION DRIVE 5 Sheets-Sheet 2 III II "I 1?? U677 For Alf/M E'- H r Jan. 4, 1938.

M. E. HANSON REFRIGERATION DRIVE Filed Feb. 26, 1935 3 Sheets-Sheet 3 Patented Jan. 4, 1938 PATENT. OFFICE REFRIGERATION Darya Milton E. Hanson, Collingswood, N.

to B. F. Sturtevant Comp ny, Inc.,

Boston, Mass.

1., assignor Hyde Park,

Application February 28, 1935, Serial No. 8,261

' '1 Claims.

This invention relates to refrigeration equipment, and relates more particularly to apparatus for operating refrigeration and air conditioning equipment through energy derived from the movement of railway cars. v

There are at present two types of mechanical refrigeration systems for supplying the necessary refrigeration effect to the air conditioning equipment in railway passenger cars. The most commonly used is the elect -mechanical system lizing an electric generator driven from the car axle to provide the necessary power for operating a refrigerant compressor through the intermediary of an electric motor, and for also supplying electrical energy to the electric motors driving the-fans and any other moving equipment. Since the lem of generator output control has been serious, and no real satisfactorymethod of maintaining constant generator outpu regardless of car speed, has been devised where the generator is driven directly from the car axle.

In the other system now used in mechanicalrefrigeration on railway passenger cars, a compressor is driven directly from the car axle, a magnetic clutch being used to drive the compressor at a constant speed. This arrangement, however, requires, in addition, a generator and battery, and has not been found entirely satisfactory.

Accordingto this invention, a hydraulic drive is usedior operating the refrigerant compressor and electric generator. A hydraulic pump is connected to the car axle, and this pump drives a hydraulic motor to which is connected an electric generator and a compressor, the compressor being adapted to be draulic motor when refrigeration is not required. The generator, which is constantly connected to the hydraulic motor, supplies electrical energy for car lighting, for the air conditioning apparatus, and for any other electrical equipment which may be present. The stroke of the hydraulic pump varies with car speeds, with the result that a constant output is delivered to the hydraulic motor, regardless of car speeds.

In one embodiment of the invention, two hydraulic motors are driven in series relationship -from the hydraulic pump. One'motor drives the refrigerant compressor; the second motor drives an electric generator, which charges a storage battery. A by-pass valve is connected across the hydraulic pump, and, when closed, as when the car isstanding, the battery is used to drive the electric generator as a motor, which,

litlcars move at varying speeds, the probdisconnected from the hyin turn, drives its a hydraulic pump. The hydraulic fluid then passes through the motor to the refrigerant compressor and drives the compressor. This enables the refrigeration apparatus to be used for precooling purposes, as during a period preliminary to the timethe car is placed in service, or for cooling the car on a run, as when standing in a station or on a siding for any substantial period of ,time.

An object of the invention is to operate refrigeration equipment on a railway car with a hydraulic drive from a car axle.

Another object of the invention is to control, automatically, the output oi a hydraulicpump driven by a car axle, to supply a constant output to an associated-hydraulic motor, regardless of car speed.

, Other objects of the invention will be apparent from the following description, taken together with the drawings.

associated hydraulic motor as The invention will now be described with reference to the drawings, of which:

Fig. 1 is a side view. showing apparatus .according to this invention mounted on the under side of a railway passenger car;

Fig. 2 is a plan view, looking downwardly on the hydraulic apparatus of Fig. 1;

, Fig. 3 is a view, partially in section, of a hydraulic pump and automatic means for varying the stroke of the pump, according to this invention, and

Fig. 4 is a more showing a hydraulic pump motors in series, the pump out out of service and one adapted to be driven as a pump other motor.

The hydraulic pump, tion, some of the details of which are shown by Fig. 3, is indicated on Fig. 1 by the numeral Iii, and is driven by means of axle I! of the car. The pump i0 is constructed to force fluid in the same direction, regardless of the direction 01' rotation of the car axle; and the fluid pumped, which may be an ordinary hydraulic oil, travels through the flexible tubing i3 and intothe fluid motor H, which it rotates, the fluid returning to the pump Ill through the flexible tubing IS. The hydraulic motor I! is connected directly to the electric generator i6 and is connected through the intermediary of the clutch I! to the refrigerant compressor It. The fan I9 is mounted on an extension of the shaft of the motor M, and serves to force 'air according to this inventhe chain II from the over the condenser coils 20, associated with the compressor II. The clutch I1 may be controlled by the thermostat II, which is exposed to temperatures within the passenger space, to disconnect the compressor I I when cooling is not required.

A refrigerant compressed in the compressor II and condensed in the coils 20 may be circulated through pipes 22 and 23 to the air conditioning compartment 2l, mounted in the upper portion of the car, where itserves to cool the air passing therethrough.

The hydraulic pump II is preferably of the well known type manufactured by the Waterbury Tool Company, of Waterbury, Conn.,and almost universally used by the United States Navy for control of gun elevating, turret turning, hoist, steering gears, and windlasses. This type of pump is described in Catalog No. 16, published by the Waterbury Tool Company, and, since the details oi this pump are not a part of the present invention, only suiflcient of the structure will be described in connection with Fig. '3 as is necessary for an understanding of the automatic control for varying the throw of the pistons in proportion to the car speed.

The voltage developed in the generator I6 is proportional to the speed of rotation. Accordingly, the solenoid 25 is connected across the output of the generator I6 and the magnetic flux developed in this solenoid is proportional to the output of the generator, and, of course, to its speed of rotation. The plunger 26 of the solenoid far port will thus be under pressure, while the is arranged to move into the solenoid a distance proportional to the magnetic force exerted, which, in turn, is proportional to the output of the generator IS. The plunger 28 moves the lever 21, which is pivoted at 28, and the other end of which is connected at 28 to a control lever III. The con- "trol lever 30 serves to tilt a'socket ring 3| away from the cylinder barrel 82.

When the socket ring ii is in neutral position, that is, perpendicular to the driving shaft 38, rotation of the shaft 83 will carry around with it the socket ring II, cylinder barrel 32, connecting rods il", and pistons 35; the pistons will not reciprocate, and there will be no pumping oi! oil.

When, however, the cylinder barrel is moved away from its neutral position, as illustrated by Fig. 3, all 01' the pistons, as they move down on the tar sidepi the machine, will force oil through the port on the far side. Likewise, all the pistons, as they move up on the near side, will slide away from the valve plate 38 and suck oil through the port in the" near side of the valve plate. The

near port is under suction.

The amount of oil pumped is, therefore, in proportion to the angle of the cylinder barrel SI from neutral position. As the speed 01' the generator I6 increases, the plunger 2 is drawn further into the solenoid 28, the cylinder barrel SI is placed nearer to its neutral position, and the stroke of the pistons is decreased. As the speed of the generator It decreases, the plunger 2 withdraws. from the solenoid and the lever II serves to increase the stroke of the pistons of the pump.

The apparatus of the system is so designed that, except at very low train speeds, the hydraulic motor will be operated at a constant speed, due to the output of the hydraulic pump varying with varying car speeds, and will drive the generator and compressor at substantially a constant speed. The generator will deliver a constant voltage and output at car speeds very much lower than can be done with the present axledriven generator system, with the result that the generator and compressor can be directly operated without use of the car battery a greater portion of the time, and the car battery will be in service but a fraction of the time previously required.

The hydraulic pump Il may have its output connected with the automatic reversing device ll for maintaining the flow oi fluid from the pump to the motor in the same direction, regardless of direction of movement of the car. The reversing device ll, illustrated, is described in Patent No. 1,307,602, issued June .24, 1919, to J. O. Schirmer. Obviously, other well known types of reversing devices could be utilized.

In the embodiment illustrated by Fig. 4-, the generator I6 is driven by the motor Il, while the compressor I! is driven by the motor Ila, connectedin series relationship with the motor Il, the one pump II serving to rotate both motors. The generator It serves to charge the storage battery ll, the automatic controls l2 being interposed in the circuit between the battery and the generator. These automatic controls are disclosed on page 1840 of the 1922 edition of "Standard Handbook for Electrical Engineers, published by the McGraw-Hill Book Company.

In order that the refrigerant compressor I8 may be operated when the railway car is at a standstill, provision is made for driving the generator It as an electric motor through energy derived from the storage battery H, in which event the motor Il will operate as a hydraulic pump to rotate the motor Ila, which, in turn, drives the compressor I8. In order to accomplish this, the switch l3, connecting the generator to the automatic controls I2, is opened, the switch ll, connecting the storage battery to the automatic control, is opened, the switch l5, connecting the storage battery ll to the generator II, is closed, and the switch ll, connecting the solenoid l! to the battery H, is closed.

When the switch ll is closed, the solenoid l! is energized and opens the valve ll, which opens a by pass fluid circuit around the generator II, thus enabling the motor Il to be driven as a pump to drive the motor Ila. The valve ll-A closes at the same time to prevent pressure in the line to thepump II.

Obviously, the switches l3, ll, and ll could be manipulated by a single remotely operated control, which could be either of the thermostat ically or manually operated type.

The motors Il and Ila may have the same internal construction as the pump II, the details of which are illustrated by Fig. 3, except that no provision need be made for varying the stroke. of the pistons. Obviously, other well known types of hydraulic motors and pumps, such as the to tary type, could be used.

The automatic control (or decreasing the output of the hydraulic pump proportional to indraulic pump could be used to decrease the output of the pump in accordance with increases in car speeds.

Whereas several embodiments of the invention have been described for the purpose of illustration, it should be understood that the invention is not limited to the details described, since many modifications may be made by those skilled in the'art without departing irom the spirit of the invention.

What is claimed is: V) 1. Air conditioning apparatus passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment and for discharging it into the passenger space. an electric motor for driving said fan, a refrigerant compressor for providing a cooling effect for said means, an electric generator for supplying current to said motor, hydraulic means for driving said compressor and generatonand a hydraulic pump driven through the movement of said car for energizing said hydraulic means.

2. Air conditioning apparatus for a railway passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment and for discharging it into the passenger space, an electric motor for driving said fan, a refrigerant compressor for providing a cooling efiect for said means, an electric generator for supplying current to said motor,

a hydraulic motorfor driving said compressor and generator,.and a hydraulic pumpdriven through the movement of said car for energizing said hydraulic motor.

3. Air conditioning apparatus for a railway passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment and for discharging it into the passenger space, an electric motor for driving said fan, a refrigerant compressor for providing a cooling effect for said means, an electric generator for supplying current to said motor, a hydraulic motorfor driving said compressor, an

other hydraulic motor for driving said generator,

an a hydraulic pump driven through the moveme t of said car for energizing said hydraulic motors.

'41 Air conditioning apparatus for a railway passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passingtheair to be conditioned through said compartment and for discharging it into the passenger space, an electric motor for driving said for a railway fan, a refrigerant compressor for providing a cooling efiect for said means, an electric generator for supplying 'current to said motor, hydraulic means for driving said compressor and generator, a hydraulic pump driven through the movement of said car for energizing said hydraulic means, and means for adjusting the output of said pump as variations in the speed of movement of said car take place.

5. Air conditioning apparatus for a railway passenger car, comprising anair conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment and for discharging it into the passenger space, an electric motor for driving said fan, a refrigerant compressor for providing a cooling effect for said means, an electric generator for supplying current to said mo: tor, ahydraulic motor for driving said compressorand generator, a hydraulic pump driven through the movement of said car for energizing said hydraulic motor, and means for disconnectlng said compressor from said hydraulic motor. i

6. Air conditioning apparatus for a railway passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment andfor discharging it into the passenger space, an electric motor for driving said fan, a refrigerant compressor for providing a cooling effect for said means, an electric generator for supplying current to said motor, hydraulic means for driving said compressor and generator, a hydraulic pump driven through themovement of said car for energizing said hydraulic means, and means associated with said generator for adjusting'the output of said pump as variations in the speed of movement of said car take place.

7. Air conditioning apparatus for a railway passenger car, comprising an air conditioning compartment, air cooling means in said compartment, a fan for passing the air to be conditioned through said compartment and for discharging it said compressor, a hydraulic pump driven through movement of said car for energizing said hydraulic means, and means for varying the output of said pump in accordance with variations in the speed of movement of said car.

MILTON E. HANSON. 

